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P. MQMULLBN,

GARBRAKL Y l Patented-Oct. 30, 1894.

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P. MGMULLEN. GAR BRAKE.'

No. 528,302. Patenteduot. 30, 1894.`

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UNITED STATES PATENT OFFICE.

PETER MCMULLEN, OF BUFFALO, NEW YORK, ASSIGNOR OF ONE-HALF TO MICHAELCALLAHAN, OF SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent N o. 528,302, dated October30, 1894. Application filed October 9.1893. Serial No. 487,658. (Nomodel.)

To all whom it may concern;

Be it known that I, PETER MCMULLEN, 'a' citizen of the United States,residing at Buffalo, in the county of Erie and State of New York, haveinvented certain new and useful Improvements in Car-Brakes; and I dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same, reference being had totheaccompanying drawings, and to figures of reference marked there on,which form a part of this specification.

My invention relates to that class of carbrakes in which the brake-shoeshave a bearing down contact with the upper portion of the tread of thewheels. In Patent No. 487,681, issued to me on the 6th day of December,1892, a brake-mechanism is claimed consist-r ing of a framework securedto the upper side of the truck and extending` overthe wheels, leverspivoted to the framework, brake-shoes pivoted to thelevers over thewheels and located for bearing-down contact with the upper portion ofthe tread of the wheels, the upper ends of the levers being connectedtogether and operated from the source of power. In this 'constructionone, pair of brake-shoes has bearingdown contact with the outer sides ofone pair of wheels and the other pair has bearing-down contact with theinner sides of the other pair of. wheels on the same truck. o

The object of my present invention is' to. do away with the eXtraframework to which the brake-mechanism is attached and to concentratethe operative parts which effect the bearing-down contact of thebrake-shoes with the upper portion of the tread of the wheels and tothat end my invention consists substantially of pivoted levers locatedbetween the two pairs of wheels, brakefshoes carried by these levers androds pivoted to the lower ends of the levers carrying the brake-shoesand operated bythe source of power to force the brake-shoes carried bythe pivoted levers against the opposite inside upper portions of thetread of the two pairs of wheels.

My invention further consists of details of construction, all of whichwill be more fully hereinafter described and claimed.

In the drawings, Figure 1 is a side elevation of a car-truck with myimproved brakemechanism attached. Fig. 2 is a partial end elevation ofFig. 1, and Fig. 3 is an under 55 side view of a portionof a car with myimproved brake-mechanism in position.

Referring to the drawings, 1. 1 are the wheels; 2, the upper cross-beam;3, the lower cross-beam, and 4 the iron connecting strips 60 of thecar-truck to which my improved brakemechanism is applied.

5 is a shaft journaled in the brackets 6 6 which are rigidly secured tothe lower crossbeam 3 of the truck at its upper rear edge. 65 This shaftturns A'loosely in its bearings or -brackets 6 and has rigidly securedat each end in line with the wheels the double-armed levers consistingof the two parts 7. 7. Between the upper ends of the parts 7. 7. of thedouble-armed lever is pivoted one end of the connecting rods 8. 8, theother end of each rod being pivoted to the cross-rod 11 secured at eachend to the lower ends of the levers 9.

`9 which are in'turn pivoted at their upper 75 ends to the cross-rod 12secured at each end to a bracketon the iron connecting strips 4 0f thediamond-frame and 10. 10. are the brake-shoes centrally pivoted to thelevers 9 in such a position that when they are forced 8o against thewheels they have a bearing-down contact with the upper and inner portionof the tread of the wheels as clearly shown.

Between the lower ends of the parts 7. 7 of the double-armed levers, ispivoted one end ofthe connecting rods 13. 13, their other ends beingpivoted to the cross-rod 14 secured at each end to the lower ends of thelevers 15 which are in turn pivoted at their upper ends to the cross-rod16 secured at each end to a 9o bracket on the iron connecting strips 4of the diamond-frame, and 17. 17 are the brake-shoes centrally pivotedto the levers 15.15. in such a position that when they are forcedagainst the wheels they have a bearing-down contact 9 with the upper andinner portion of the tread of the opposite wheels as clearly shown.

18 is an arm rigidly secured at one side to ythe shaft 5 having pivotedat its outer end the connecting rod 19 which isv in tnrn con- Ice nectedto the source of power.

In operation the power being appliedto the rig. 1)

rod 19 throws the arm 18 to the right (see which turns the journaledshaft 5 in the same direction and with it the doublearmed levers 7. 7.The ends of the doublearmed levers are forced in opposite directions andby means of their pivoted connected rods 8 and 13 communicate theappliedpower to the lower ends of the pivoted levers 9 and 15, carryingthe brake-shoes 10 and 17. These brake-shoes are in this manner causedto exert a bearing-down contact in opposite directions upon the innerand upper Vportion of the treads of the two sets of wheels ofthe truckwith the result desired.

It will be seen that with my improved construction herein outlined theproper amount of frictional Contact of the brake-shoes upon the wheelscan be quickly and eifectively applied at the points indicated, theextra frame work shown in my prior patent herein referred to is entirelydispensed with and the operative parts of the brake-mechanism areconcentrated into a much smaller compass and located entirely betweenthe two sets of wheels upon the truck.

In Fig. 3 I have shown an improved arrangement of parts for applying thepower either by compressed air or by the ordinary hand wheel of which 20is a lever pivoted at one end to the body of the car as at 2l andpivotally connected at its other end to the connecting rod 19 attachedto the brakemechanism. 22 1s another lever pivotally connected to thepiston 23 of the compressed air cylinder 24 and to the connecting rod 25secured to the brake-mechanism at the other end of the car.

26 is what I term an equalizing rod which is pivotally connected at itsends to the levers 2O and 22 permitting the power to be exerted to bothbrake mechanisms with equal force. The extension 27 of the lever 22 haspivoted to its outer end the rod 28 which is attached at its other endto the hand-brake wheel. Notshown. Bythis peculiar arrangement of thepivoted levers 2O and 22 with their loosely connected equalizing bar 26I am enabled to apply the pressure equally to the wheels of each truck,for should the power be unequally applied at the start, the surpluspower applied at one point will be at once equalized by the rod 26. Thisarrangement also enables the power to be applied equally well for allpositions of lthe trucks, rel

ative to the body of the car, as they change position in passing,raround curves in the track.

I claim- 1. In a brake mechanism for railway-cars, the combination withthe wheels of the truck, and a diamond-frame connecting the axlesthereof; of brackets mounted upon said frame, levers pivotally connectedat their upper ends to said` brackets, double-armed levers connectedwith a source of power, connections between the double-armed and singlelevers for moving the latter, and brake shoes centrally pivoted to saidsingle levers and standing adjacent the inside and upper portions of thetreads of the wheels, as and for the purpose set forth.

2. In a brake mechanism for railway-cars, the combination with thewheels of the truck, and a diamond-frame connecting the axles thereof;of brackets mounted upon said frame, levers pivotally connected at theirupper ends to said brackets,.doublearmed levers connected with a sourceof power, rods connecting the opposite ends of the doublearmed leverswith the lower ends of said single levers, and brake shoes centrallypivoted to the single levers and standing adjacent the inside and upperportions of the treads of the wheels, as and for the purpose set forth.

3. In a brake mechanism for railway-cars, the combination with thewheels of the truck, and a diamond frame connecting the axles thereof;of brackets mounted upon said frame, cross-rods mounted in saidbrackets, levers connected at their upper ends with said cross-rods andhaving their lower ends connected by other cross-rods, connectionsbetween the latter cross-rods and a source of power for applying thebrakes, and brake shoes centrally pivoted to said levers and standingadjacent the inside and upper portions of the treads of the wheels, asand for the purpose set forth.

4. In a brake mechanism for railwaypars, the combination with the wheelsof thetruck, and a diamond-frame connecting the axles thereof; ofbrackets mounted upon said frame, cross-rods mounted in said brackets,levers connected with said crossfrods and having their lower endsconnected by other crossrods, double-armed levers moved by'a source ofpower, rods connecting the opposite ends of the double-armed levers withthe crossrods at the lower ends of said single levers, and brake shoesconnected with the single levers and standing adjacent the inside andupper portions of the treads of the wheels, as and for the purpose setforth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

PETER MCMULLEN.

Witnesses:

O. E. HoDDIoK, W. T. MILLER.

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